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Transport for London - Silvertown Tunnel – Development Consent Order Application

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Transport for London - Silvertown Tunnel – Development Consent Order Application TRANSPORT FOR LONDON - SILVERTOWN TUNNEL – DEVELOPMENT CONSENT ORDER APPLICATION Written Summary of Transport for London's Oral Submissions at the Traffic and Transport Modelling Issue Specific Hearing held on 7 December 2016 INTRODUCTION 1. This note summarises the oral submissions made by Transport for London ('TfL') at the Traffic and Transport Modelling Issue Specific Hearing held on 7 December 2016 ('the hearing') in relation to TfL's application for development consent for the Silvertown Tunnel ('the scheme'). 2. Oral submissions by all parties attending the hearing were made pursuant to the agenda published by the Examining Authority on 30 November 2016 ('the agenda'). In setting out TfL's position on the issues raised in the agenda, as submitted orally at the hearing, this format of this note follows that of the agenda. 3. TfL's substantive oral submissions commenced at item 2 of the agenda (the Applicant to explain in brief what the Silvertown Tunnel is intended to achieve as an introduction to the consideration of the case for the scheme), therefore this note does not cover item 1 on the agenda (welcome, introductions and arrangements for the hearing). 4. In addition to covering the agenda items as noted above, this note also relates to the Examining Authority's list of action points arising from the hearing, published on 8 December 2016 ('ExA action point(s)'). 5. A CV for each of the witnesses who made oral submissions on behalf of the Applicant is appended to this document. ExA's Agenda Item Summary of TfL's Oral Submissions made in the hearing Relevant document references 2. Applicant to explain in brief what the Silvertown Tunnel is intended to achieve as an introduction to the consideration of the case for the scheme Michael Humphries QC made the following points on behalf of the Applicant: • Case for the Scheme TfL has set out its position on this issue in sections 1 and 2 of the Case for the Scheme. (APP-093) • The Mayor of London has duties under sections 141 and 142 of the Greater London Authority Act 1999 to develop and apply policies to promote an encourage safe, • Planning Policy 78940269.1\HB15 1 integrated, efficient and economic transport facilities and service to, from and within Compliance Statement London. TfL is responsible for delivering those services on the Mayor of London's (APP-094) behalf. • TfL is also statutory highway authority for the TfL Road Network and is responsible for management of traffic signals throughout London and has a network management duty under the Traffic Management Act 2004. • Silvertown Tunnel is a proposed twin bore tunnel under River Thames to provide new connection between A102 Blackwall Tunnel Approach on Greenwich Peninsula and Tidal Basin RAB junction at A1020 lower Lea Crossing / Silvertown Way in the London Borough of Newham ("LB Newham"). Silvertown Tunnel is close to the existing twin bore Blackwall Tunnel. • The Silvertown Tunnel scheme includes introduction of free flow user charging on both Blackwall Tunnel and Silvertown Tunnel. This is fundamental to managing traffic demand, and therefore environmental effects, and to financing the construction and operation of the Silvertown Tunnel. • The Silvertown Tunnel scheme is proposed in response to three significant transport problems that exist at the existing Blackwall Tunnel river crossing, being: Significant congestion; Frequent closure and incidents; and Lack of resilience and delay caused by incidents at the Blackwall Tunnel. • In giving his Direction at Appendix A of the Planning Policy Compliance Statement under section 35 of the Planning Act 2008 the Secretary of State acknowledged the national importance of the Silvertown Tunnel and drew attention to: London’s importance as an engine for economic growth nationally; the projected growth of London; the impact of congestion as the Blackwall Tunnel on the strategic road network; and the size and nature of the Silvertown Tunnel and comparison to other NSIPs. 3. Applicant to explain in brief the need for the Silvertown Tunnel • Development and related objectives • Current Transport and traffic conditions and future challenges 78940269.1\HB15 2 • Background demographic and socio economic conditions and trends; economic, development and land use assumptions and projections Case for the Scheme (APP- Michael Humphries QC made the following points on behalf of the Applicant: 093) TfL has set out its position on this issue in section 2 of the Case for the Scheme. • Relatively few river crossings by road in East London: o This reflects historic development of London: East London had greater amounts of shipping with wharfs and industry along river banks; Less need and fewer opportunities for bridges; and River is also wider in East London. o In last 20 years there has been huge growth in population in East London and that is expected to increase over next few years. o This contrasts with West London where greater residential density has meant that cross-river bridges are much more numerous. Incidentally, many of those bridges were developed as toll bridges, although the cost of construction has long been paid off and the tolls no longer apply. • East London river crossing by rail have increased significantly over recent years. There have been six new rail crossings with a seventh (Crossrail) to come shortly. Hourly capacity in peak flow direction has increased from around 7,000 passengers per hour in 1997 to some 60,000 passengers per hour now and almost 80,000 passengers per hour when Crossrail is completed. This is almost tenfold increase. • By contrast, East London has not had the same increase in road crossings. The existing crossings include: Rotherhithe Tunnel; Blackwall Tunnel; Woolwich Ferry; and Dartford Crossing. This lower number of road crossings has led to substantial pressure in East 78940269.1\HB15 3 London; Blackwall Tunnel has the highest morning peak hour northbound flow of traffic in the capital. • This has led to severe problems for the operation of the Blackwall Tunnel: o Problem 1 – congestion . Traffic volumes • 24 hour two-way flows over 100,000 passenger car units ("pcus"); and • Flows particularly high northbound during the morning peak and southbound during the evening peak. Peak duration - Extended duration of peak period: • In the morning peak, traffic builds up from 0500 to avoid 0600- 1000 peak; and • Flow remain close to peak for much of the day. Delay and journey times: • Morning peak northbound queues routinely stretch back 3.2km and evening peak southbound queues routinely stretch back 2.7 km; • Speeds can fall to an average of 5mph; and • There are significant delays and journey time reliability is poor. o Problem 2 – closures and incidents . The northbound bore of the Blackwall Tunnel was constructed during Victorian period and does not meet modern tunnel design for size, safety and curvature. Larger HGVs and double-decker buses cannot use the northbound 78940269.1\HB15 4 bore and there are restrictions on smaller HGVs. During period 2013-2015 there were 6,299 incidents (north and south bound) in the Blackwall Tunnel: • TfL had to close the tunnel for just over half of these incidents; and • Over 1,194 closures per year – that is about 3 a day. o Problem 3 – lack of network resilience . There is a lack of suitable alternatives when the Blackwall Tunnel is closed: the Rotherhithe Tunnel cannot handle large vehicles; the Woolwich Ferry has limited capacity; and the Dartford Crossing (part of the M25) is a considerable detour. • These three problems lead to adverse effects: o Economic effects . The above problems have secondary effects on the economy: • They impose ‘costs’ on business users in terms of fuel and journey time delays; and • They create a ‘barrier effect’ for the East London labour market such that it does not reach its full potential. These issues will be exacerbated as the East London economy grows over forthcoming years. o Public transport effects . There is only one bus route (the 108) through the Blackwall Tunnel: • The annual Excess Wait Time ("EWT") index for the 108 is 78940269.1\HB15 5 approximately 25% higher than for other express routes in Royal Borough Greenwich ("RB Greenwich") and LB Newham. It would be higher still for the peak period. • This means that bus usage is not realistic for many prospective passengers. o Environmental Effects . NOx emissions from a diesel car driven through the Blackwall Tunnel are materially higher during the (congested) AM peak that through the inter peak or ‘free flow’ conditions. This reflects much slower vehicle speeds. The congestion at the Blackwall Tunnel, therefore, contributes to higher NO2 levels in this part of London. • These problems will become worse with the forecast growth in population in East London: o Both population and employment growth in London in period 2011-2031 is expected to be focussed on East London; and o Resolving these problems is, therefore, important to achieving London’s wider growth objectives. The Silvertown Tunnel is an important element in TfL’s response to these issues and seeks to achieve various Project Objectives ("POs"), see section 6 of the Case for the Scheme. 4. Applicant to explain in brief the Silvertown Tunnel scheme in its National, London wide and Local Planning and Transport Policy Contexts Michael Humphries QC made the following points on behalf of the Applicant: • Planning Policy Compliance Statement TfL has set out its position on this issue in its Planning Policy Compliance Statement. (APP-094) 78940269.1\HB15 6 • National Networks NPS This is the relevant NPS applicable to this scheme for the purposes of section o • Applicant's response to 104(3), see the Applicant's response to FWQ GA.2. FWQ GA.2 (REP-180) o NN NPS makes clear (paragraph 2.10) that at strategic level there is compelling need for development of ‘national networks’ (would include road and rail).
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